Progressive-impulse internal-combustion engine



1,633,385 June 21 1927. A. MOORE PROGRESSIVE IMPULSE INTERNAL COMBUSTION ENGINE Filed July 5, 1925 INVENTOR- ATTORNEY Patented June 21, 1927.

UNITED STATES ARLINGTON MOORE, OF NEW YORK, N. Y., ASSIGNOR, BY MESNE ASSIGNMENTS, TO

PATENT OFFICE.

HAXMOOR' CORPORATION, A. CORPORATION OF DELAWARE.

PROGRESSIVE-IMPULSE INTERNAL-COMBUSTION ENGINE.

Application filed July 3, 1925. Serial No. 41,442.

My inventionis of an internal combustion engine in which progressive impulses are obtained by means of the provision of gas pockets inthe cylinder walls.

5 In accordance with my invention, the com pressed charge of an internal combustion engine is distributed between the usual compression space over the piston head and a series of pockets provided in the cylinder wall within the height of piston'head travel,

the pocketsso provided serving to obtain increased volume of fuel charge in the cylinder.

The charge compressed over the piston is first ignited, and as the piston travels down on the power stroke, the. portions of the charge, which were retained in the pockets on the compression stroke, are ignited from the burning charge over the piston head as said pockets are uncovered by the downwardly traveling piston. In this Way a series of power impulses are produced. and

the sustained impulses, extending over a considerable proportion of the power stroke of 26 the piston, produce an effect which resembles the action of the Diesel type of engine wherein the fuel is introduced 1nto the cylinder during at least a considerable portion of the downward movement of the piston on the power stroke.

The invention enables the same'or greater continuity of power to be obtained with considerable reduction in cylinder diameter and in engine size and weight generally, represses detonation, and, by providing for sustained impulse production of power producing pressure during the downward travel of the piston on the power stroke reduces the strains and jars to which the engine is subjected, thus repressing engine torque reaction, makes possible the use of lighter parts with smoother operation and longer life of the engine, and secures a more uniform and better distributed delivery of power, particularly at low engine speeds and under heavy loads. Thus in the case of an automobile engine, for example, the capacity for climbing hills on high gear with wide open throttle is materially improved by my invention. Increased volumetric efficiency is also obtained as compared with engines having cylinders of the usual construction.

nthe accompanying drawing Fig. 1 is a vertical sectional view showing an embodi- 'stantially as shown to prevent any ment of my invention, and Fig. 2 is a transverse section on the line 2-2, Fig. 1.

Reference character 10 designates a cylinderof a preferably multi-cylinder internal combustion engine, 12 the piston, 14 ,the connection rod, and 16 one of the valves. The engine selected for illustration is of the L- head type, but the invention is applicable as well to valve-in-head and other types of engine.

The principle constructional feature of the improved engin'e resides in the provision of the series of pockets in the cylinder wall. As shown, eight of the pockets are provided, one set of four pockets 18 toward the upper part of the cylinder wall, distributed substantially equi-distant therearound and a, second set of four pockets 20 somewhat further down and arranged in staggered relation to the pockets 18 of the upper set.

Various other arrangements, as spiral, etc., arrangements may be resorted to, if desired.

These pockets are preferably made abruptly recessed at the top, as indicated at 22, and

preferably on a more gradual taper toward the bottom, as indicated 'at 24.

The upper pocket or pockets 18 are so arranged that they will have been sealed by v the piston in its upward passage-prior to the earliest possible point of ignition. Ignition is preferably from a spark plug 26 which is preferably located over the center of the piston head. As shown in Fig. 1 the upper pockets 18 are closed when the piston is about 45 of the rotation of crank v shaft 28 from the upper limit of piston movement.v The lowermost pocket or pockets, as pockets 20, are located sufliciently high up on the cylinder wall to enable the power impulse from combustion of gases trapped therein to become effective materially before the iston reaches the bottom of the power stro (e.

The piston is well provided with rings to prevent loss of gas from the pockets. In the form shown, the piston12 has two'rings 32 at the top and two more rings 34: near the bottom. The rings may be pinned subity of catching on the pocket wa is, As the cylinder surface is materially reduced there is a corresponding material reduction in loss of power by friction.

On the exhaust stroke the pockets 18,and

ossibil- 20 trap exhaust gas, which on the intake stroke is admixed, together with exhaust gas remaining in the compression space 36 over the piston head, with the incoming charge. If desired, the exhaust valve may be open at the beginning of the intake stroke to allow additional exhaust, gas to pass backwardly into the cylinder for the purpose of minimizing detonation,-or additional exhaust gas may be admitted in other ways for this purpose.

On the compression stroke, portions of the charge, more or less compressed, according to height of piston stroke reachedbefore the respective pocket is sealed by the piston, are trapped in the pockets 18, 20.

On the power stroke the charge in compression space 36 over the head isignited,

the resulting pressure acting to force the piston down, and as the pockets 18 are uncovered the portions-0t the charges contained therein are alsoignited and burned, producing a supplemental power impulse, and thisis repeated as pockets 20 are unsealed. The pockets beingv relatively abruptly recessed at the top'produces a downward reaction as ignition takes place, and

being of taper recess at the bottom prevents any substantial reaction in the opposite di rection.

The preferable way of producing the.

pockets is by casting the cylinders with the pockets therein, and if desired, the metal walls may be of substantially uniform thickinner face of the c linder head, better ad-- vantage can be ta en of the increase in volume of charge and more economy and efiiciency obtained through the provision of the gas pockets in the cylinder wall. Thus.

the, power delivery of a high compression engine may be obtained without any'substantial increase in compression pressures, and the detonation which would accompany the high compression pressures is avoided.

I claim:

1. Cylinder for internal combustion engine having gas pockets in its wall abruptly recessed at thetop and relatively tapering] y recessed at the bottom.

2. Cylinder for internal combustion engine having in its wall below the upper limit of piston head travel and above the lower limit of piston head travel a plurality of sets of gas pockets, abruptly recessed at their upper ends and relatively taperingly recessed at their lower ends.

3. Cylinder for internal combustion engines, having a plurality of sets of recesses in its inner wall,the recesses in adjacent sets being arranged in substantially staggered relation.

4. Cylinder for internal combustion engines, having a plurality otsets of gas pockets in its inner wall abruptly recessed at the top and relatively taperingly recessed at the bottom, the pockets in adjacent sets being arranged in substantially staggered relation.

In testimony whereof, I have signed my name hereto.

ARLING'roN MOORE. I 

